Electrified air system for use with central tire inflation system

ABSTRACT

A vehicle having one or more pneumatic wheels, the vehicle including an internal combustion engine including a cylinder and an intake manifold in fluid communication with the cylinder, a tire inflation system configured to direct air into at least one of the one or more inflatable wheels, an air assembly configured to supply air at a first pressure higher than atmospheric pressure to both the intake manifold and the tire inflation system, where the air assembly includes a first compressor stage and a second compressor stage.

FIELD OF THE INVENTION

The present disclosure relates to an electrified air system (EAS), andmore specifically to an EAS for use with a central tire inflation system(CTIS).

BACKGROUND

Some vehicle, such as tractors, utilize a CTIS to allow for theinflation and deflation of pneumatic wheels on-demand. CTIS systemstypically include a built-in or dedicated air compressor to provide airfor these tasks.

SUMMARY

In one aspect, a vehicle having one or more pneumatic wheels, thevehicle including an internal combustion engine including a cylinder andan intake manifold in fluid communication with the cylinder, a tireinflation system configured to direct air into at least one of the oneor more inflatable wheels, an air assembly configured to supply air at afirst pressure higher than atmospheric pressure to both the intakemanifold and the tire inflation system, where the air assembly includesa first compressor stage and a second compressor stage.

In another aspect, an intake assembly for use with a vehicle having aninternal combustion engine including at least one cylinder, and a tireinflation system, the intake assembly including a first compressor stagehaving a first inlet and a first outlet, a second compressor stagehaving a second inlet and a second outlet, and a manifold. The manifoldincluding a first passageway configured to be open to and in fluidcommunication with the at least one cylinder of the internal combustionengine, a second passageway configured to be open to and in fluidcommunication with the tire inflation system, a first valve having afirst end in fluid communication with the first inlet and a second endin fluid communication with the first outlet, and where the first valveis adjustable between an open configuration and a closed configuration,a second valve having a third end in fluid communication with the firstoutlet and a fourth end in fluid communication with the firstpassageway, and where the second valve is adjustable between an openconfiguration and a closed configuration, a third valve having a fifthend in fluid communication with the second outlet and a sixth end influid communication with the first passageway, and where the firstoutlet is in fluid communication with the second inlet.

In another aspect, a manifold for use with a vehicle having an internalcombustion engine including at least one cylinder, a tire inflationsystem, a first compressor stage, and a second compressor stage, theintake assembly including a first passageway configured to be open toand in fluid communication with the at least one cylinder of theinternal combustion engine, a second passageway configured to be open toand in fluid communication with the tire inflation system, a thirdpassageway configured to be open to and in fluid communication with aninlet of the first compressor stage, a fourth passageway configured tobe open to and in fluid communication with an outlet of the firstcompressor stage, a fifth passageway configured to be open to and influid communication with an outlet of the second compressor stage, afirst valve having a first end in fluid communication with the thirdpassageway and a second end in fluid communication with the fourthpassageway, and where the first valve is adjustable between an openconfiguration and a closed configuration, a second valve having a thirdend in fluid communication with the fourth passageway and a fourth endin fluid communication with the first passageway, and where the secondvalve is adjustable between an open configuration and a closedconfiguration, and a third valve having a fifth end in fluidcommunication with the fifth passageway and a sixth end in fluidcommunication with the first passageway.

Other aspects of the disclosure will become apparent by consideration ofthe detailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a vehicle having an EAS in operablecommunication with a CTIS.

FIG. 2 is a schematic of the EAS of FIG. 1 in a passive mode.

FIG. 3 is a schematic of the EAS of FIG. 1 in an engine boost mode.

FIG. 4 is a schematic of the EAS of FIG. 1 in a CTIS boost mode.

FIG. 5 is a schematic of the EAS of FIG. 1 in a CTIS recirculating boostmode.

FIGS. 6 and 7 illustrate another implementation of a bypass valve.

FIG. 8 is a schematic of another implementation of an EAS in a passivemode.

FIG. 9 is a schematic of the EAS of FIG. 8 in a first engine boost mode.

FIG. 10 is a schematic of the EAS of FIG. 8 in a second engine boostmode.

FIG. 11 is a schematic of the EAS of FIG. 8 is a CTIS boost mode.

FIG. 12 is a schematic of another implementation of an EAS.

DETAILED DESCRIPTION

Before any embodiments of the disclosure are explained in detail, it isto be understood that the disclosure is not limited in its applicationto the details of the formation and arrangement of components set forthin the following description or illustrated in the accompanyingdrawings. The disclosure is capable of supporting other implementationsand of being practiced or of being carried out in various ways.

The disclosure generally relates to a vehicle having a central tireinflation system (CTIS) in operable communication with the electrifiedair system (EAS) of an internal combustion engine (ICE). Morespecifically, the EAS is configured to selectively provide compressedair at a pressure greater than atmospheric pressure to both the centraltire inflation system and/or the intake manifold (e.g., the cylinders)of the ICE. In the illustrated implementation, the EAS is used tosupplement the dedicated air compressor of the CTIS for quicker and moreefficient operation. In other implementation, the EAS may act as thesole compressed air source for the CTIS.

Referring to FIG. 1, a vehicle 10 includes a frame 14, one or morepneumatic wheels 18 rotatably coupled to the frame 14, and an ICE 22coupled to the frame 14. The vehicle 10 also includes a CTIS 26 in fluidcommunication with at least one of the one or more pneumatic wheels 18,and an EAS 30 in operable communication with both the ICE 22 and theCTIS 26. In the illustrated implementation, the illustrated vehicle 10is a tractor having four pneumatic wheels 18 (e.g., rubber tires mountedon metallic rims). In alternative implementations, other forms ofvehicle may be used having a different number and type of wheel. Instill other implementations, only a subset of the wheels may bepneumatic or in operable communication with the CTIS 26.

The ICE 22 of the vehicle 10 includes one or more cylinders (not shown),an intake manifold 34 in operable communication with the one or morecylinders, an exhaust manifold 38 in operable communication with the oneor more cylinders, and a crank shaft (not shown) as is well known in theart. During use, air is directed into the intake manifold 34 where it issubsequently distributed into each of the one or more cylinders, the ICE22 then mixes fuel with the air to rotate the crank shaft viacombustion. Finally, the ICE 22 expels the resulting heated exhaustgasses into the exhaust manifold 38 as is well known in the art.

In the illustrated implementation, the ICE 22 also includes a primaryintake system 44 positioned upstream of the intake manifold 34 andconfigured to act as a throttle for the ICE 22 and provide intake airthereto (e.g., via the EAS 30). More specifically, the primary intakesystem 44 of the ICE 22 includes a pair of sequential turbochargers 48a, 48 b driven by the exhaust manifold 38 (see FIG. 2) and configured tooutput a compressed airflow therefrom. In alternative implementations,the primary intake system 44 system may include a supercharger or asingle turbocharger. In still other implementations, the primary intakesystem 44 may include a throttle body (not shown) or an air filter (notshown).

Illustrated in FIGS. 2-5, the EAS 30 of the vehicle 10 includes an EASmanifold 42, and an electrically assisted compressor assembly 46 influid communication with the manifold 42. During use, the EAS 30receives airflow from the primary intake system 44, selectivelycompresses the airflow, and selectively directs the resulting airflow ata first pressure higher than atmospheric pressure to at least one of theintake manifold 34 and the CTIS 26. In the illustrated implementation,the EAS 30 is operable independently of both the CTIS 26 and the ICE 22.

The compressor assembly 46 of the EAS 30 includes a compressor housing50, a compressor wheel 54 at least partially positioned within androtatable with respect to the compressor housing 50, and a motor unit 58coupled to the compressor wheel 54 and configured to selectively rotatethe compressor wheel 54 relative to the compressor housing 50. Thecompressor housing 50, in turn, includes a compressor inlet 62, and acompressor outlet 66. During use, rotating the compressor wheel 54relative to the compressor housing 50 draws air into the compressorhousing 50 via the compressor inlet 62, compresses the air, and exhauststhe resulting compressed air through the compressor outlet 66. As iswell known in the art, the level of compression provided by thecompressor assembly 46 can be varied by changing the speed at which thecompressor wheel 54 rotates relative to the compressor housing 50. Whilenot shown, the compressor assembly 46 may also include a turbineassembly configured to harness exhaust gasses from the exhaust manifold38 to rotate the compressor wheel 54 relative to the compressor housing50. In such implementations, the turbine assembly may be used tosupplement the torque provided by the motor unit 58 (described below).

The motor unit 58 of the compressor assembly 46 includes a body 70 fixedrelative to the compressor housing 50, and an output shaft 74 rotatablewith respect to the body 70. As shown in FIG. 2, the output shaft 74 iscoupled to the compressor wheel 54 such that the shaft 74 and compressorwheel 54 rotate together as a unit. During use, the motor 58 is operablein a an activated mode, in which the motor 58 receives electrical energy(e.g., from a controller, not shown) causing the shaft 74 to rotaterelative to the body 70, and therefore, the compressor wheel 54 torotate relative to the compressor housing 50. The motor 58 is alsooperable in a deactivated mode, in which the shaft 74 is not drivenrelative to the body 70, and therefore, the compressor wheel 54 does notrotate relative to the compressor housing 50. In some implementations,the rotating speed of the motor 58 may also be adjustable allowing theEAS 30 to vary the level of compression provided by the compressorassembly during operation (described above). While the illustratedimplementation includes an electrical motor, in other implementationsthe motor unit may be a motor-generator, a pneumatic motor, a hydraulicmotor, and the like.

The manifold 42 of the EAS 30 includes a series of passageways andvalves selectively interconnecting the ICE 22, the compressor assembly46, the CTIS 26, and the primary intake system 44. More specifically,the manifold 42 includes a first opening or passageway 78 open to andconfigured to receive airflow from the compressor outlet 66, a secondopening or passageway 82 open to and configured to receive airflow fromthe primary intake system 44, a third opening or passageway 86 open toand configured to provide airflow to the intake manifold 34 or cylindersof the ICE 22, a fourth opening or passageway 90 open to and configuredto provide airflow to the CTIS 26, and a fifth opening or passageway 94open to and configured to provide airflow to the compressor inlet 62.

The manifold 42 of the EAS 30 also include a first or bypass valve 98.The first valve 98 has a first end 102 open to and in fluidcommunication with the first opening 78 (e.g., the compressor outlet 66)and the third opening 86 (e.g., the intake manifold 34). The first valve98 also includes a second end 106 open to and in fluid communicationwith the fifth opening 94 (e.g., the compressor inlet 62) and the secondopening 82 (e.g., the primary intake system 44).

During use, the first valve 98 is adjustable between an openconfiguration (see FIG. 2), in which the first end 102 is in fluidcommunication with the second end 106 via the valve (e.g., the valvegate is open), and a closed configuration (see FIG. 3), in which thefirst end 102 is not in fluid communication with the second end 106 viathe valve (e.g., the valve gate is closed). Generally speaking, thefirst valve 98 is configured to act as a bypass in the openconfiguration, allowing at least a portion of the air from the primaryintake system 44 to bypass the compressor assembly 46 and flow directlyinto the intake manifold 34 and cylinders of the ICE 22 (see FIG. 4). Incontrast, placing the first valve 98 in the closed configuration forcesthe airflow from the primary intake system 44 to flow into thecompressor assembly 46 (see FIG. 3).

In the illustrated implementation the first valve 98 is an automaticallycontrolled butterfly valve adjustable between the open and closedconfigurations using a controller (not shown). However, in alternativeimplementations, the valve 98 may be mechanically operated. For example,another implementation of the bypass valve 98′ included a spring loaded,one-way valve (see FIGS. 6 and 7). In such an implementation, the bypassvalve 98′ may include a pair of pivotable disks 100 a, 100 b that arebiased toward a closed configuration (described above; see FIG. 6) by aspring 104. As such, the bypass valve 98′ remains in the closedconfiguration until the fluid pressure at the second end 106 exceeds thefluid pressure at the first end 102 (i.e., the valve pressuredifferential) by a predetermined amount (i.e., the pressure differentialactivation level). Once the pressure differential is sufficiently large,the disks 100 a, 100 b overcome the resistance of the spring 104 andopen, placing the valve 98′ in the open configuration. Generallyspeaking, operation of the compressor assembly 46 sufficiently reducesthe pressure at the second end 106 relative to the first end 102 causingthe valve 98′ to remain closed. In contrast, deactivating the compressorassembly 46 during operation of the ICE 22 causes the pressuredifferential to increase beyond the pressure differential activationlevel, causing the valve 98′ to open.

The manifold 42 of the EAS 30 also includes a second or CTIS feed valve110. The second valve 110 includes a first end 114 open to and in fluidcommunication with both the first opening 78 (e.g., the compressoroutlet 66) and the fourth opening 90 (e.g., the CTIS 26). The secondvalve 110 also includes a second end 118 open to and in fluidcommunication with the third opening 86 (e.g., the intake manifold 34).Similar to the first valve 98, the illustrated valve 110 is anautomatically controlled butterfly valve. However, in alternativeimplementations, different types of valves may be used. In still otherimplementations, the valve may be mechanically operated.

During use, the second valve 110 is adjustable between an openconfiguration (see FIG. 3), in which the first end 114 is in fluidcommunication with the second end 118 via the valve (e.g., the valvegate is open), and a closed configuration (see FIG. 4), in which thefirst end 114 is not in fluid communication with the second end 118 viathe valve (e.g., the valve gate is closed). Generally speaking, thesecond valve 110 is configured to act as a CTIS feed valve to helpre-direct the airflow discharged from the compressor assembly 46 to theCTIS 26 (described below).

While not illustrated, the manifold 42 of the EAS 30 may also include athird valve configured to control the flow of air through the fourthopening 90 (e.g., to the CTIS 26). In such implementations, the thirdvalve may be operable independently of the first valve 98 and the secondvalve 110 and be used to isolate the CTIS 26 from the compressorassembly 46 when the CTIS 26 is not in use.

While the illustrated manifold 42 is presented for use together with theelectrically assisted compressor assembly 46, it is to be understoodthat in other implementations the manifold 42 may be used together withany forced air intake system (e.g., a turbocharger, supercharger, andthe like). In such implementations, the manifold 42 is configured toselectively direct the compressed air output by the forced air intakesystem to both the ICE 22 (e.g., via the intake manifold 34) and theCTIS 26.

During use, the EAS 30 is operable in a passive mode, an engine boostmode, a CTI boost mode, and a CTI recirculating boost mode. In thepassive mode (see FIG. 2), the bypass valve 98 is in the openconfiguration, and the motor 58 is in the deactivated mode. With thebypass valve 98 in the open configuration, the airflow (Al) from theprimary intake system 44 (e.g., from the second opening 82) is directedbypasses the compressor assembly 46 and is fed directly to the cylindersof the ICE 22 via the intake manifold 34 (e.g., through the thirdopening 86). When the EAS 30 is in the passive mode, the primary intakesystem 44 controls the flow of air into the ICE 22.

In the engine boost mode (see FIG. 3), the bypass valve 98 is in theclosed configuration, the CTIS feed valve 110 is in the openconfiguration, and the motor unit 58 is in the activated mode causingthe compressor wheel 54 to rotate relative to the compressor housing 50.With the valves 98, 110 in the engine boost mode, the outlet 66 of thecompressor assembly 46 is in fluid communication with both the intakemanifold 34 (i.e., the cylinders of the ICE 22) and the CTIS 26.

With the bypass valve 98 in the closed configuration, the airflow (A2)from the primary intake system 44 (e.g., via the second opening 82) isdirected into the compressor assembly 46 via the compressor inlet 62.Upon entering the compressor assembly 46, the airflow (A2) is furthercompressed to a first pressure greater than atmospheric pressure anddirected through the open CTIS feed valve 110 and into the intakemanifold 34 of the ICE 22. While operating in the engine boost mode, thecompressor assembly 46 is able to supplement the primary intake system44 by providing additional boost in instances where the airflow providedby the primary intake system 44 is not sufficient (e.g., to compensatefor turbo lag and the like). The level of additional boost provided bythe compressor assembly 46 can be dictated by a controller (not shown)by altering the speed at which the compressor wheel 54 rotates relativeto the compressor housing 50, as described above.

In the CTI boost mode (see FIG. 4), the bypass valve 98 is in the openconfiguration, the CTIS feed valve 110 is in the closed configuration,and the motor unit 58 is in the activated mode causing the compressorwheel 54 to rotate relative to the compressor housing 50. With thevalves 98, 110 in the CTI boost mode, the outlet 66 of the compressorassembly 46 is in fluid communication with the CTIS 26 and is not influid communication with the intake manifold 34.

With both the bypass valve 98 open and the motor unit 58 activated, theairflow (A3) entering the manifold 42 via the primary intake system 44(e.g., through the second opening 82) is split such that a first portion(B3) bypasses the compressor assembly 46 and is directed into the intakemanifold 34 of the ICE 22 while a second portion (C3) of the airflow isdirected through the compressor assembly 46 and on to the CTIS 26. Morespecifically, the second portion (C3) of the airflow flows into thecompressor inlet 62 where it is further compressed via the rotation ofthe compressor wheel 54 relative to the compressor housing 50 and isdirected to the CTIS 26 via the closed CTIS feed valve 110. Due to theindependent electrical operation of the compressor assembly 46, thecompressor assembly 46 is able to provided compressed air to the CTIS 26even when the ICE 22 is not operating (e.g., when the primary intakesystem 44 is not supplying compressed air to the manifold 42). In suchimplementations, the operation of the compressor assembly 46 alone drawsair into the manifold 42.

In the CTI recirculating boost mode (see FIG. 5), the bypass valve 98 isin the open configuration, the CTIS feed valve 110 is in the openconfiguration, and the motor unit 58 is in the activated mode causingthe compressor wheel 54 to rotate relative to the compressor housing 50.With the valves 98, 110 in the CTI boost mode, the outlet 66 of thecompressor assembly 46 is in fluid communication with the CTIS 26 andthe inlet 62 of the compressor assembly 46.

With the bypass valve 98 open, the CTIS feed valve 110 open, and themotor unit 58 activated, the airflow (A8) entering the manifold 42 viathe primary intake system 44 (e.g., through the second opening 82) isdirected into the inlet 62 of the compressor assembly 46. The airflow isthen compressed via rotation of the compressor wheel 54 relative to thecompressor housing 50 and is exhausted through the outlet 66. Afterleaving the outlet 66, the airflow is split such that a first portion(B8) is directed into the CTIS 26 while a second portion (C8) isrecirculated to the inlet 62 of the compressor. More specifically, thesecond portion (C8) flows through the open CTIS feed valve 110, flowsthrough the bypass valve 98, and merges with the initial airflow (A8).The combined airflow then re-enters the inlet 62 of the compressorassembly 46 where it is further compressed and re-exhausted through theoutlet 66. By re-circulating a portion of the airflow (C8) through thecompressor assembly 46, a higher level of boost can be provided to theCTIS 26 and potential surge conditions can be avoiding by allowing alarger volume of air to pass through the compressor assembly 46 duringuse. This is particularly useful in instances where the ICE 22 haslittle to no airflow entering therein (e.g., when the ICE 22 is eithernot operating or operating at low throttle conditions).

As shown in FIG. 1, the CTIS 26 includes a secondary air compressor 122,a reservoir tank 126, and a CTI manifold 130 in fluid communication withand extending between the EAS 30, the reservoir tank 126, and thesecondary air compressor 122. During use, the CTIS 26 is configured tomonitor and adjust the air pressure within each of the pneumatic wheels18 of the vehicle 10.

The secondary air compressor 122 operates independently of thecompressor assembly 46 and the ICE 22 and includes an outlet 134 wherecompressed air is discharged. The secondary air compressor 122 mayinclude, but is not limited to, electrically powered air compressors,PTO driven air compressor, and the like.

The CTI manifold 130 includes a series of passageways and valvesconfigured to control the flow of air between each of the pneumaticwheels 18, the secondary air compressor 122, the reservoir tank 126, andthe EAS 30. The CTI manifold 130 includes a first opening or passageway138 open to and in fluid communication with the fourth opening orpassageway 90 of the EAS manifold 42, a second opening or passageway 142open to and in fluid communication with the outlet 134 of the secondaryair compressor 122, a third opening or passageway 144 open to and influid communication with the reservoir tank 126, and a plurality ofwheel openings or passageways 146 each of which correspond to and are influid communication with one or more corresponding pneumatic wheels 18.In the illustrated implementation, the CTI manifold 130 is configuredsuch that the flow of air can be controlled through each of the wheelopenings 146 individually.

During use, the CTI manifold 130 is configured to direct air into andallow air to escape from each of the individual pneumatic wheels 18. Toincrease the air pressure within a particular wheel 18, the CTI manifold130 is configured to adjust the valves therein to direct compressed airfrom the EAS 30, the secondary air compressor 122, the reservoir tank126, or some combination thereof into the desired wheel. When filing thewheels 18, the CTI manifold 130 is able to supplement the volumetricoutput of the secondary air compressor 122 with that of the EAS 30 toallow for more quick and efficient tire filing. In contrast, to reducethe air pressure within a particular wheel 18, the CTI manifold 130 isconfigured to adjust the valves therein to vent a particular wheelopening 146 to the atmosphere allowing the air within the wheel 18 toescape. In still other operating modes, the CTI manifold 130 may beconfigured to direct compressed air from the EAS 30 to the reservoirtank 126 to charge the tank 126 for future use.

While driving the vehicle 10, the user typically operates the EAS 30 inone of the passive mode and the engine boost mode. As described above,in both instances air is directed from the primary intake system 44 tothe intake manifold 34 of the ICE 22 to allow operation thereof. Morespecifically, the engine boost mode may be entered to allow thecompressor assembly 46 to supplement the flow of intake air provided bythe primary intake system 44, while the passive mode may be entered whensupplemental boost is not required and the airflow provided by theprimary intake system 44 is sufficient for ICE 22 operations.

To increase the air pressure within one or more of the pneumatic wheels18, the EAS 30 may enter the CTI boost mode (see FIG. 4). To do so, theEAS 30 adjusts the bypass valve 98 into the open configuration, adjuststhe CTIS feed valve 110 to the closed configuration, and activates themotor unit 58 causing the compressor wheel 54 to rotate relative to thecompressor housing 50. As described above, a first portion (B3) of theairflow is allowed to bypass the compressor assembly 46 and flow intothe intake manifold 34 of the ICE 22. This bypass airflow (B3) assuresthe ICE 22 can continue to operate when the EAS 30 is in the CTI boostmode.

With the EAS 30 in the CTI boost mode, a second portion (C3) of theairflow is further compressed by the compressor assembly 46 andsubsequently directed to the CTI manifold 130 via the fourth opening 90.The CTIS 26 then utilizes the compressed air provided therefrom to fillthe pneumatic wheel 18 as described above. More specifically, the airprovided by the EAS 30 supplements the compressed air provided by thesecondary air compressor 122 to more quickly and efficiently fill thepneumatic wheels 18. This capability is particularly useful for use withtractors where wheel pressure often needs to be changed between on-roadand off-road driving and the wheels themselves are large—requiring alarge volume of air to adjust the pressure therein. In alternativeimplementations, the CTIS 26 may rely solely on the EAS 30 forcompressed air.

After the wheels 18 have reached the desired pressure, the CTIS 26 stopsthe flow of air to the relevant wheels 18 and the EAS 30 exits the CTIboost mode. The EAS 30 may then return to either the passive or engineboost modes of operation.

FIGS. 8-11 illustrate another embodiment of the EAS 1030. The EAS 1030is substantially similar to the EAS 30 described above. As such, onlythe differences will be described herein. The EAS 1030 includes adual-stage compressor assembly 1046, and a manifold 1042.

The dual stage compressor assembly 1046 includes a first compressorstage 1500, a second compressor stage 1504, and a motor unit 1058 inoperable communication with and configured to selectively drive both thefirst compressor stage 1500 and the second compressor stage 1504. Eachcompressor stage 1500, 1504, in turn, includes a compressor inlet 1062and a compressor outlet 1066.

The dual-stage compressor assembly 1046 also includes a clutch 1520positioned between and configured to selectively transmit torque betweenthe motor 1058 and the second compressor stage 1504. The clutch 1520, inturn, is operable in an engaged configuration, in which the motor 1058is in operable communication with the second compressor stage 1504(e.g., rotation of the motor 1058 drives the second compressor stage1504), and a disengaged configuration, in which the motor 1058 is not inoperable communication with the second compressor stage 1504 (e.g.,rotation of the motor 1058 is not transmitted to the second compressorstage 1504).

The manifold 1042 of the EAS 1030 includes a first opening or passageway1524 open to and in fluid communication with the primary intake system44, a second opening or passageway 1528 open to and in fluidcommunication with the inlet 1062 of the first compressor stage 1500, athird opening or passageway 1532 open to and in fluid communication withthe outlet 1066 of the first compressor stage 1500, a fourth opening orpassageway 1536 open to and in fluid communication with the outlet 1066of the second compressor stage 1504, a fifth opening or passageway 1540open to and in fluid communication with the intake manifold 34 of theICE 22, and a sixth opening or passageway 1544 open to and in fluidcommunication with the CTIS 26.

The manifold 1042 also includes a first or bypass valve 1548 having afirst end 1552 in fluid communication with the second opening 1528(e.g., the inlet 1062 of the first compressor stage 1500) and the firstopening 1524 (e.g., the primary intake system 44). The first valve 1548also includes a second end 1556 in fluid communication with the thirdopening 1532 (e.g., the outlet 1066 of the first compressor stage 1500)and the fifth opening 1540 (e.g., the intake manifold 34). During use,the first valve 1548 is adjustable between an open configuration (seeFIG. 8), in which the two ends 1552, 1556 are in fluid communicationwith one another via the valve 1548, and a closed configuration (seeFIG. 9), in which the two ends 1552, 1556 are not in fluid communicationwith one another via the valve 1548.

The manifold 1042 also includes a second or second stage activationvalve 1560. The second valve 1560 includes a first end 1564 in fluidcommunication with the third opening 1532 (e.g., the outlet 1066 of thefirst compressor stage 1500), and a second end 1568 in fluidcommunication with the fifth opening 1540 (e.g., the intake manifold34). The second valve 1560 is adjustable between an open configuration(see FIG. 9), in which the two ends 1564, 1568 are in fluidcommunication with one another via the valve 1560, and a closedconfiguration (see FIG. 10), in which the two ends 1564, 1568 are not influid communication with one another via the valve 1560.

The manifold 1042 also includes a third or CTIS feed valve 1572. TheCTIS feed valve 1572 includes a first end 1576 in fluid communicationwith the fifth opening 1540 (e.g., the intake manifold 34), and a secondend 1580 in fluid communication with the sixth opening 1544 (e.g., theCTIS 26) and the outlet 1066 of the second compressor stage 1504. Thethird valve 1572 is adjustable between an open configuration (see FIG.10), in which the two ends 1576, 1580 are in fluid communication withone another via the valve 1572, and a closed configuration (see FIG.11), in which the two ends 1576, 1580 are not in fluid communicationwith one another via the valve 1572.

During operation, the EAS 1030 is operable in a passive mode, a firstengine boost mode, a second engine boost mode, and a CTIS boost mode. Inthe passive mode (see FIG. 8), the bypass valve 1548 is in the openconfiguration and the motor 1058 is in the deactivated configuration.With the bypass valve 1548 in the open configuration, the airflow (A4)from the primary intake system 44 (e.g., via the first opening 1524) isallowed to bypass both stages 1500, 1504 of the compressor assembly 1046and is fed directly into the intake manifold 34 of the ICE 22 (e.g., viathe fifth opening 1540). When the EAS 1030 is in the passive mode, theprimary intake system 44 establishes the flow of air into the ICE 22.

In the first engine boost mode (see FIG. 9), the bypass valve 1548 is inthe closed configuration, the second stage activation valve 1560 is inthe open configuration, the motor 1058 is in the activated mode, and theclutch 1520 is in the disengaged configuration. With the clutch 1520 inthe disengaged configuration, operation of the motor 1058 drives thefirst compressor stage 1500 but does not drive the second compressorstage 1504. By doing so, parasitic load on the motor 1058 is minimizedsince the second compressor stage 1504 is not in use during the firstengine boost mode.

With the bypass valve 1548 in the closed configuration, the airflow (A5)fed into the manifold 1042 from the primary intake system 44 (e.g., viathe first opening 1524) is directed into the first compressor stage1500. Upon entering the first compressor stage 1500, the airflow (A5) isfurther compressed and directed through the open second stage activationvalve 1560 and into the intake manifold 34 of the ICE 22. By doing so,the compressor assembly 46 is able to supplement the primary intakesystem 44 by providing additional boost in instances where the airflowprovided by the primary intake system 44 is not sufficient (e.g., tocompensate for turbo lag and the like). The magnitude of supplementalboost provided by the compressor assembly 46 can be dictated by acontroller (not shown) by altering the speed of the motor 1058, asdescribed above.

In the second engine boost mode (see FIG. 10), the bypass valve 1548 isin the closed configuration, the second stage activation valve 1560 isin the closed configuration, the CTIS feed valve 1572 is in the openconfiguration, the motor 1058 is in the activated mode, and the clutch1520 is engaged. With the motor 1058 activated and the clutch 1520engaged, both the first and second stages 1500, 1504 of the compressorassembly 1046 are driven by the motor 1058.

With the bypass valve 1548 in the closed configuration, the airflow (A6)fed into the manifold 1042 from the primary intake system 44 (e.g., viathe first opening 1524) is directed into the first compressor stage1500. Upon entering the first compressor stage 1500, the airflow (A6) iscompressed and exhausted into the interstage portion 1590 of themanifold 1042. The airflow (A6) is then directed into the inlet 1062 ofthe second compressor stage 1504 via the closed second stage activationvalve 1560. Upon entering the second compressor stage 1504, the airflow(A6) is compressed even further and passes through the open CTIS feedvalve 1572 and to the intake manifold 34. The second engine boost modeallows the EAS 30 to further supplement the airflow of the primaryintake system 44 beyond the levels capable during the first engine boostmode through the use of both stages 1500, 1504 of the compressorassembly 1046.

In the CTI boost mode (see FIG. 11), the bypass valve 1548 is in theopen configuration, the second stage activation valve 1560 is in theclosed configuration, the CTIS feed valve 1572 is in the closedconfiguration, the motor 1058 is in the activated mode, and the clutch1520 is in the engaged configuration. As described above, with the motor1058 activated and the clutch 1520 engaged, both the first and secondstages 1500, 1504 of the compressor assembly 1046 are driven by themotor 1058.

With both the bypass valve 1548 open and the motor unit 1058 on, theairflow (A7) entering the manifold 1042 via the primary intake system 44is split such that a first portion (B7) bypasses the compressor assembly1046 and is directed into the intake manifold 34 of the ICE 22 while asecond portion (C7) of the airflow is directed to the compressorassembly 1046. Upon entering the first compressor stage 1500 of thecompressor assembly 1046, the airflow (C7) is compressed and exhaustedinto the interstage portion 1590 of the manifold 1042. The airflow (C7)is then directed into the inlet 1062 of the second compressor stage 1504via the closed second stage activation valve 1560 where it is compressedeven further. Finally, the airflow (C7) leaves the second compressorstage 1504 and is directed to the CTIS 26 via the closed CTIS feed valve1572. The CTI boost mode in FIG. 11 allows the EAS 1030 to provide alarge volume of air at a high pressure to the CTIS 26 by utilizing bothstages of the compressor assembly 1046.

While driving the vehicle 10, the user typically operates the EAS 30 inone of the passive mode, the first engine boost mode, and the secondengine boost mode. When changes in wheel pressure are required, the EAS30 changes to the CTI boost mode to supplement CTIS operation, asdescribed above.

FIG. 12 illustrates another embodiment of the EAS 2030. The EAS 2030 issubstantially similar to the EAS 30 described above. More specifically,FIG. 12 illustrates various locations (positions 1-5) where anelectrically assisted compressor assembly 2046 may be positioned alongthe intake fluid path 2598 of the ICE 22. For the purposes of thisapplication, the intake fluid path 2598 is generally defined as thefluid path originating at each of the one or more cylinders of the ICE22 and extending upstream to the intake location 2602 where ambient airis drawn into the overall ICE 22 system.

As shown in FIG. 12, the compressor assembly 2046 may be positioned, butis not limited to: upstream of the low-pressure turbocharger 2048 a (seeposition 1), between the low-pressure turbocharger 2048 a and thehigh-pressure turbocharger 2048 b (see position 2), downstream of thehigh-pressure turbocharger 2048 b but upstream of the intercooler 2600(see position 3), downstream of the intercooler 2600 but upstream of theEGR valve 2604 (see position 4), and/or downstream of the EGR valve 2604(see position 5).

In still other implementations, the electrically assisted compressorassembly 2046 may be incorporated into at least one of the low-pressureturbocharger 2048 a and the high-pressure turbocharger 2048 b. In suchimplementations, the electrically assisted compressor assembly 2046 mayalso include a turbine (not shown) to further assist the rotation of thecompressor wheel relative to the compressor housing. For the purposes ofthis subsection, the compressor assembly 2046 is presumed located atposition 4, downstream of the intercooler 2600 but upstream of the EGRvalve 2604.

The EAS 2030 also includes a feed line 2608 extending between and influid communication with the intake fluid path 2598 and the CTIS 26. Thefeed line 2608 is positioned downstream of the compressor assembly 2046and configured to direct at least a portion of the airflow exhaustedtherefrom to the CTIS 26. In the illustrated implementation, no valvesare present to re-direct airflow from the intake fluid path 2598 andinto the feed line 2608. As such the CTIS 26, the compressor assembly2046 and the intake manifold 34 are all in constant fluid communicationwith one another. Due to this layout, the EAS 2030 relies upon therelative high pressure region created by the compressor assembly 2046 toproduce the desired airflow characteristics (e.g., into both the CTIS 26and the intake manifold 34). However, in alternative implementations,one or more valves (e.g., such as a three-way valve, not shown) may beused.

1. A vehicle having one or more pneumatic wheels, the vehiclecomprising: an internal combustion engine including a cylinder and anintake manifold in fluid communication with the cylinder; a tireinflation system configured to direct air into at least one of the oneor more inflatable wheels; an air assembly configured to supply air at afirst pressure higher than atmospheric pressure to both the intakemanifold and the tire inflation system, wherein the air assemblyincludes a first compressor stage and a second compressor stage.
 2. Thevehicle of claim 1, wherein air output from the first compressor stageis selectively directed into the second compressor stage.
 3. The vehicleof claim 1, wherein the air assembly includes an electric motor inoperable communication with both the first compressor stage and thesecond compressor stage.
 4. The vehicle of claim 3, wherein the airassembly includes a clutch positioned between and operably connectingthe electrical motor to one of the first compressor stage and the secondcompressor stage.
 5. The vehicle of claim 1, wherein the air assembly isoperable in a first mode, in which air output by the first compressorstage is directed the intake manifold, a second mode, in which airoutput by the first and second compressor stages are directed to theintake manifold, and a third mode, in which air output by the first andsecond compressor stages are directed to the tire inflation system. 6.The vehicle of claim 5, wherein air output from the first compressorstage is directed into the second compressor stage in the second andthird modes.
 7. The vehicle of claim 1, wherein the tire inflationsystem includes a secondary air compressor.
 8. The vehicle of claim 7,wherein the secondary air compressor is operable independent of thefirst compression stage and the second compression stage.
 9. The vehicleof claim 7, wherein the tire inflation system includes a CTI manifold,and wherein the manifold is in fluid communication with at least one ofthe one or more pneumatic wheels, the air assembly, and the secondaryair compressor.
 10. An intake assembly for use with a vehicle having aninternal combustion engine including at least one cylinder, and a tireinflation system, the intake assembly comprising: a first compressorstage having a first inlet and a first outlet; a second compressor stagehaving a second inlet and a second outlet; and a manifold including: afirst passageway configured to be open to and in fluid communicationwith the at least one cylinder of the internal combustion engine, asecond passageway configured to be open to and in fluid communicationwith the tire inflation system, a first valve having a first end influid communication with the first inlet and a second end in fluidcommunication with the first outlet, and wherein the first valve isadjustable between an open configuration and a closed configuration, asecond valve having a third end in fluid communication with the firstoutlet and a fourth end in fluid communication with the firstpassageway, and wherein the second valve is adjustable between an openconfiguration and a closed configuration, a third valve having a fifthend in fluid communication with the second outlet and a sixth end influid communication with the first passageway, and wherein the firstoutlet is in fluid communication with the second inlet.
 11. The intakeassembly of claim 10, wherein the second passageway is in fluidcommunication with the second outlet.
 12. The intake assembly of claim10, wherein the manifold is operable in a CTI boost mode, in which thefirst valve is in an open configuration, the second valve is in a closedconfiguration, and the third valve is in a closed configuration.
 13. Theintake assembly of claim 12, wherein the manifold is operable in apassive mode, in which the first valve is in the open configuration, thesecond valve is in the closed configuration, and the third valve is inthe third configuration.
 14. The intake assembly of claim 10, whereinthe fifth end is in fluid communication with the second passageway. 15.The intake assembly of claim 10, wherein the first outlet is in fluidcommunication with the second inlet.
 16. The intake assembly of claim10, further comprising a motor in operable communication with the firstcompressor stage and the second compressor stage.
 17. The intakeassembly of claim 16, further comprising a clutch positioned between andoperably connecting the electrical motor to one of the first compressorstage and the second compressor stage.
 18. The intake assembly of claim16, wherein the motor is an electrical motor.
 19. The intake assembly ofclaim 10, further comprising a third passageway open to and in fluidcommunication with a primary intake assembly, and wherein the thirdpassageway is in fluid communication with the first end of the firstvalve.
 20. A manifold for use with a vehicle having an internalcombustion engine including at least one cylinder, a tire inflationsystem, a first compressor stage, and a second compressor stage, theintake assembly comprising: a first passageway configured to be open toand in fluid communication with the at least one cylinder of theinternal combustion engine; a second passageway configured to be open toand in fluid communication with the tire inflation system; a thirdpassageway configured to be open to and in fluid communication with aninlet of the first compressor stage; a fourth passageway configured tobe open to and in fluid communication with an outlet of the firstcompressor stage; a fifth passageway configured to be open to and influid communication with an outlet of the second compressor stage; afirst valve having a first end in fluid communication with the thirdpassageway and a second end in fluid communication with the fourthpassageway, and wherein the first valve is adjustable between an openconfiguration and a closed configuration; a second valve having a thirdend in fluid communication with the fourth passageway and a fourth endin fluid communication with the first passageway, and wherein the secondvalve is adjustable between an open configuration and a closedconfiguration; and a third valve having a fifth end in fluidcommunication with the fifth passageway and a sixth end in fluidcommunication with the first passageway.
 21. The manifold of claim 20,further comprising a sixth passageway configured to be open to and influid communication with an inlet of the second compressor stage, andwherein the sixth passageway is in fluid communication with the fourthpassageway.